Valve for air-brakes



(No Model.) 3 Sheets--Sheet 1.

e. A. B0YDBN. VALVE FOR AIR BRAKES.

' Patented Aug. 16, 1892.

No. 48Ll34.

Q91 lmcooco (No Model.) 8 Sheets-Sheet 2.

G. A. BOYDEN.

VALVE FOR AIR BRAKES.

No. 481,134. Patented Aug. 1,6, '1892.

3 Sheets-Sheet 3.

(No Model.)

G. A. BOYDEN. VALVE POB. AIP. BRAKES.

Patented Aug. 16, 1892.

a S \/A A Slaven/LTO@ glo. .77. /odnmv CLM @MQW Ultimas 'STATES' PATENT Gamen.

GEORGE.ALnER'r'BoYDENQ or BAL'riMoRE, MARXLAND, Assien'on Torun yBornemBRAKE co'MPANY- oF nAmnriom:l CITY, or MARYLAND;

VALVE mama-BRAKES.

SPCIFIGATION forming part of Letters Patent NQ. 481,134, dated August 16, 1892.. Application filed September 30., 1889. Sex-iid No. 325.474.- -(No model.)

To a-Zwmm 7115 may concern:

Beitknown'thatl,GEORGEALBERTBOYDEN,

'a' ci tizenof the United States, residingat vBalti-v more, in the State'of. Maryland, have invented 5, certain `new and useful Improvements in Valves for Air-Brakes; and Ido declare the lfollowing to'be a full, clear, and exact descrip-d T5 valve mechanism of automatic air-brake systems, and has for its principal object'to'provide for the-admissionol air-pressure to the brake-cylinder-from both the train-pipe and the auxiliary reservoir, so as to aiect a powertime produce a' reductionI of air-pressurein the train-pipe adjacent to the valve mecham ism to quicken the application of succeeding `brake mechanisms, so that tle brakes er1-allA` z5 thel cars of the train will he applied atnearly the same instant.-

In my patent of June 2b', 1883, No. 280,285,

I brought out an improved triplevalve mech anism having a check-valved passage vfrom o the train-pipe so arranged as to admit trainv pipe air direct to the brake-cylinder at the same time that auxiliary-reservoir air' is in the brake-cylinder. In my'present invention I use the check-valved feed-passage of any' 45 elevation showing the principal elementscomprising an ordinary airbrake system andthe application thereto of the improved valvel y mechanism by which the air-pressureis controlled.v Fig. 2 is a View illustrating un au'- 5o `brake cylinder, an auxiliary reservoir, a portion ofthe train-pipe,'and the valve mechanism for controlling the air-pressure in the brakecylinder,.the sameI representing the equipment of a single car. Fig. 3 is a'view of ithe valve,looking towardthe innerend, which 5 5 f is attached' to 'the hrake-cylinder..v Fig. LLis alongitudinal section 'through .the valve mechanism on the line 4 4.

Similar lettersot reference in' the several gu'res indicatethe same parts. y 6o The brake'system in generalto which my presentimprovcments are shown' applied is that in common use, and incl.udes,in addition tothe brake-cylinder C', auxiliary'V reservoir R and trainpipeP,'(il1ustrated in Fig..2,) the 65 Y I usual equipmentof the-locomotive-such as an air pump orcompressor, a storage-tank, andanengineers valve q-all of-which parts are familiar to persons skilledin the construcy 'tion-and operation .of brake mechanisms.' 7o' I zo ful`application of the. brakes, and at the same Inadditio'n to the parte named a complete autoinaticaii-brake system includes as one of its essential elements a val-ve mechanism located oueach car and servin'glto control the admission and escape of air inthe brake: 75

cylinder for eieeti-ngthe application andarelease of the brakes'. This valve mechanism ispopularlyknown as a triple valve, 'and the'prese'nt improvements relate more` particularly to this element orpart of the brake 8o system and introduces a new mode ot opera tion.

The valve'case shown comprises two pieces, the-body part. Aland the head A', which lare suitably secured together. The' open end C 85 of the'valvecase is attached inthe present instance tothe brake rcylindexuC by bolts passing through ange u, with an interposedgasket 1U for making a tight joint. Thepas. sageRcon'nect-s withthe auxiliary reservoir 9o R',v the passage P with a branch p2 of the train-pipe, and the passage E is for the exhaust from the brake-cylinder.

lo economize space under` th'e car, the auxiliary reservoir R may be placed around the 9'5 brake-cylinder C', as shown, instead oi?v being renloved or separate -therefrom, as is usual, and when so arranged communication is es-4 tablished between the auxiliary reservoir and the im proved valve mechanism through a pasroc sage 'w iu the head w of the brake-cylinder. It will be obvious, however,that it is not'necessary to the, operation of my improvements that the auxiliary reservoir should be thus constructed and 'arranged,as the usual forms.

of auxiliary reservoirand brake-cylinder will operate in unison with thev improved valve l mechanism with equal advantages.

The valve-case is provided with a pistonchamber a jinopenvcommunieation with the train-pipe connection or passage 1, and in ssf y packingf.' The saidjsmall port -gserves' to establish .communication between .the valvechamber H and the brake-cylinder C when vwith a valve Eco-*operating with the main valve-,port` e at the end of 'said chamber. This valve-port'is formed by a bushing e. When the port e is open., air may passfrom the valv'e;chamber II to the brake-.cylinder C bythe openings C. The valve Fis opel'- ated to open andv close' communication'with brake-cylinder C' from both the auxiliary reservoir R'gand train-pipe P.

The main valve F is of the kind known as a "plugvalve, and is provided with a suit-L .able packing jlto make an air-tight fit inthe port through the bushing e. rlhis valve F has a chamber` g, terminating in. a small port g', and said chamber islined by a tube g2, providedwith an end fiange gsfor confining'the the main valve F is I its closed position. This' small port g is coutrolled'hy the graduating-valve h, which has suitable grooves h' on its sides and 'fits movabl'y in the lining-r tube g. The conical end of the graduatingvalve h .is adapted to t 'air-tight over thel small port g', `and when unseated or moved to uncover the. said port compressed air will pass from the valve-chamber H along the grooves h and. then to 'fthe ,brake-cylinder.-

The st'em ofthe graduatingvalve has a cross- `slot, through which -passes a pin h2 for limit.

ing.,lr the movement Vof. the graduating-valve, and also serving to h 'old the liningstube g2 in position. The end of the stem of the graduating-valve projects' beyond the lining-tube g2', and when the main valve F is entered within the main `port e sufficiently far the projectngendof the stem of said graduating#V .-val ve engagesv the stem J of the release-valve, The auxiliary reservoir R and piston-chamber mare mlcommunication through the passage R, formed in the valve case. Said passage,

supplies air on theside of pistonG Whichis opposite the train-pipe passage Pl This pase 'sage AR does not vlead through the valve-charm' ber H, The passage R between the'pistonchamber and auxiliary reservoir is larger or of greater capacity than the passage i, .through whichair from the auxiliary reservoir is ad A mitted tothe valve-chamber II., The said passage z', through which auxiliary-reservoir airisv conducted 'to the valve-chamber II yin .applying the brakes, is smaller-that is, it has a less transverse area and a restrictedon smaller conducting' capacitythan either the said passage R or the main port e, and itc'an conveniently be located, as shown, in the .partition where the guidefbushing c is' fixed, whichpartition servesto separate or'isolate theauxiliary-reservoir side' of the piston'- chamber c from the valve-chamber `lf,and

thus makes vit possible when yapplying the brakes in an' emergencyfor the piston G to be subjected on its auxiliary reservoir side to agi-eater air-pressu re than that contain-ed in.

Athe valve-chamberll., A passage D is formedth rough-'the piston and extends from the trai npipe side of the piston-chamber rte the valve chamber IL'and insaid passage islocated a.;

cheek-valve d, vwh'ichis arranged `to allow compressed air to'pass from thejtrainfpipel p Vto' theauxiliary reservoir R .for charging, and when the main Valve-port e is open 'from the train-pipe directto't'he brake-cylinder fon quickfaction in emergency applications of the brakes; but said check-valve prevents air 'passingl from the auxiliaryAreservoilJ and brake-cylinder back'to 'train-pipe.

'lhelconstruction of the checlfvalve d 'and' its coacting parts' may be varied from that shown. -In thepresent instance guidefvc'ings: d are connected to the valve, and the ylatter carries a packing;l2. ,"lhe check-valve'is -recessed, and a spiral spring d,: seat`ed in saidV recess, presses thecheck-valve land-keeps .it norma'lly on its seat 7e', and whenthus seated communication between fthe' valve-chamber f -Il and the brake-pipeisf closed. The check" valve IZ' is locatedin the tubular extension ZJl IOC IGS

of the piston,iand passages in'said-tubular extension bp'ermit vtrain-pipe airltopass into the valvelchamber ll. `Inn the tubular exten' sion an internal tube or lining il:i's.fitted,` merv end-50Ev which serves 'as a seatyk' to the check= va1ve,while the other end: k2 projects at the' opposite side'of the piston G and serves'as a handle or grasp part. The guide-wings'dfof-f the check-valve slide-in the internal'tube- The check-valved passage D, throughzwhich train-pipe air ,flows When applying thebrakcs'- l for an emergency stop, has; 'afmuch` greater" flows. f Thenozzle Z, for connection with l,the train-pipe Pf, is formed Aon the head A of the valve-case,VA and air under pressure is con-` ducted from the train-pipe throughsalfd nozzle.

The exhaust-passage E, .through which air is discharged vfrom the brake-cylinder Cf to l the atmosphere to release the braksfis controlled by a release-valve J, having'a-ste'm Jj',

sliding-in abearing o, which latter issupported'by bridge-pieces o. This passa e ex` tends through one of the bridge-pieces o. and

the openings@` at Vthe sides ofsaid bridge-v pieces form supply-passages communicating with the brakefcylinder. The release-valve J is'in line with the graduating and-:mainy valves h and F, and these valves are 'so arranged that when the mainvalve is fully closed the endof thestem of the graduatingwalvepresses the stem'J of thereleasevalve and lifts' the latter from its s eat p.l 'This valve-seat '1o. is

- provided with a port q in communication with afchamber r on one side and the exhaustpassage E on the other. The release-valve .T is located within this chamber o", and the lat-V ter is in open communication withfthe brake-- cylinder through passages t. A spiraly spring ,tonv G. This and other equivalent'changes' may be made without in any wise departing' from the present invention. lu the present embodiment the valve-case is bolted by itsl flange to thel head of the brake-cylinder in such manner that the passages t, communi-- eatin g W'iththe exhaust-passage, and the supplysopenings C, communicating with the main and graduating valve-portswill open V`to the brake-cylinder, while the large passage R is placed in communication'with the 'auxiliary reservoir through a passage w, which in this instance is in the 'cylinder-head.

The' operation of this improved valve mechanism is as follows: ATo charge the auxiliary reservoir and prepare the brakes foraction, compressed air'from vthe :train-pipe entering through connecting-'nozzle l acts upon the piston Gand-moves said piston, soLthat the 'grad uating-valve h and the main valve F will close their respective ports and thus cut oi 'communication with the-brake-cylinder C. The

moved to uncover its port,and the check-valve d', yielding to the preponderance of pressure exerted on its vtrain -pipe side, will unseat,

and air from th'e train-pine will be conductedby passages D, j, l,andRto the auxiliary res'- ervor Re. air-pressure will thusl be brought about in the auxiliary reservoir R', valve-chamber H, and train-pipe, and the check-valve-Will be seated. When it is desired to. gradually apply the brakes, the handleofthe engineers valve 'q will be moved for a moment to such 'a position that communication. between the storagetank y onvthe locomotive and the train-pipe P will be" 'closed'aud an 'escape-orifice opened to the atmosphere. Thereby the air-pressure in the train-pipe will be.v reduced slightlysay about five pounds or less. 'This reduction of pressure on the trainpipesideof the piston G disturbs the balance previously existing on opposite sides thereof, resulting inv establishing a preponderance of air-pressure'on the auxiliarylreservoir side, and vthe air delivered from the auxiliary res'ervoir'through the passage R and acting upon the piston G -An approximate' equalization of movement of 'the engineers valve.

causes the latterand its attached partsto move outward andpermit the release-valveJ' to seat, thereby closing communication between the brake-cylinder .0 and the exhaust-passage E.

`This outward movement 'of the piston .Gwill continue after the release-.valve J has become seated and until the graduating-valve h hasfbeentunseated by the pressure ofl air in .the

valve-chamber H, thus allowing auxiliary-reservoir air to flow through'small port ginto the brake-cyli-nder C,'where itac'ts uponthe piston thereof to`eiect the application of the brakes. When by r'eason of theow of air' into `tliebrake-cylinder thepressure ,in valve-chamber H and in auxiliary reservoir R has been reduced to vor below that in the train-pipe, a slight'return'orinward movement of the pis# yton G will be produced sufficient. to cause'the `reseatingofthe graduating-valve h, and thus close communication between valve-chamber -H and the brake-cylinder and c'ontine .the air admitted within the latter. In case it is de sired to gradually increase the air-pressure in the brake-cylinder,I the above-described op erationis repeated. To permit the air in the brake-cylinder to escape and effect the release of' the brakes, thel air-pressure in trainpipe isl restored or" increased by a proper, The increase of pressure inl the train-pipe causes the piston G to move inward to the limit 'of its stroke, when it will occupy the position yillustrated in Fig. 4, thereby raisingA the release-valve J from its seat and placing the brakevcylinder in communication with the exhaust-passage E and allow the air to escape. At the same time the restoration of pressure in the train-pipe will unseat the check-valve d and air from. the train-pi pe will flow into the auxiliary reservoir, recharging the latterfor future use, The recharging will continue -until the pressure in the auxiliary'reservoir equals that in the train-pipe, when the check- -valve will vbe seated by. its spring. When 'it becomes vnecessary or desirable to applythe brakes of a train quickly and.withfull.pe wer for an emergency stop, the engineer-s valve q will be moved to close'fmmunication between the storage-tank y and` train-'pipe vand open'the latter to the atmosphere`1id vprovduce a sudden reduction ofpressure f allt ten orlifteeu pounds in the trainepipe. The effect of this sudden diminution of pressure in the train-pipe isimmediately manifested at the nearestvalve mechanism or thaton the A air quickly to itsv full outward4 position, thus y moving the main valve F and opening wide the main port c, so that theair-pressure contained in the valve-chamber `H may exhaust lfreely into the brake-cylinder. The supply of air from auxiliary reservoir to the valve l chamber H is cond ucted through the restricted or small passage i. llence'when the main port 'c -is Aopened widepand the air in valve-chamber escapes through the larger, passage thus pipe air will pass directly into the brake-cyl-- inderl C thus effecting the quick application of the brakes and also a further reduction of .pressure in the train-pipe that will be suffi?-I cient to accelerate the action ot the valve mechanisms ou the cars following; The, piston Gwill in the meantime be heid to its outward position by the relatively higher airpressure from the auxiliary reservoir, which- .is delivered through `the large passage R, while the' transmission otauxiliary-reservoir air to the brakclcylinder is retarded by having to pass through the 'relatively smaller passage t. During its preliminary traverse outward or toward the train-pipe side the piston G operates to close the exhaust-passage,

' and its farther or continued movementin the sie same direction opens'the main valve Fand allows air to pass from both the auxiliary reservoir and the train-pipe to the brake-cylinder wheumaking'a quick applicatiouof the brakes. mechanism depends'for its action upon the `movements of -the piston G and that the 1at ter is subjected to two opposing ,forces-auxiliary-reservoir air on one side and train-pipe air on the'other--ami that its movement in one direction is effectedby the preponderatingi pressure of auxiliary-reservoir air, while its movement in the opposite direction results from apreponderance of pressure ouF the trainpipe side. It the passage v, through which sudden opening of the main-valve port e for an emergency stop, was as large as'or larger than' the check-valved passage for supplying train-pipeV air, the quick action referred to and thc'utilization of train-pipe air direct in the v brake-cylinder could not be'eiected for thevery obvious reason that the' inward owrof vtrain-pipe air at, say,fty v e or sixty pounds, to the 'brakefcylinder would be opposedA and checked by the flow of auxiliary-reservoir aix at a, higher pressure, say,- seventyj pounds; but by restricting the passage through which vauxiliary-reservoir air is conducted inA the course of its transmission `to the brake-cylinder, so .that its capacity for the flow of air will be les's than that of the ria-ain port -c and less than the -check-valve passage leadingvfrom tle-traiu-pipe, a considerable volume of train-pipe air will flow into the brake- 'cylindex notwithstanding the admission of the auxiliary-reservoir air under av higher pressure, because the flow of auxiliaryfreser- It will be observed that thev'alve' auxiliary-reservoir air mustV flow upon the 'voir air is so retarded by the smalier passage 1I, through which it is conducted, that an appreciable period of time is required to raise the pressure in the brake-cylinder to that in the auxiliary reservoir, and it is during'this interval and before th'c pressure in the brakecylinder is raisedV to thatfiu the train-pipe 'that'the air in the latter is free to enter the brake-cylinder. sudden uncovering otv the main 4porter passage e, leading tothe b rakecylinder,by the movement of the main valveiopens communication between the train-pipe and brake-cylinder and also between the auxiliary reservoir and the-brakeecylinder; but that the flow of the higher-pressure air from the auxiliary by being compelled to traverse aI relatively small orifice or passage, while the lowerpressure train-pipe air is permitted to'ow through a larger orifice or. passage.

- From the foregoing explanation it is obvi-V ous that there is a coaction at the time of applying the brakesfor emergency stops hetween the restricted passage which supplies auxiliary reservor air,the1arger passagewhich supplies train-pipe air, and the single valvt` both of said passages to the brake-cylinder. As soon as the pressure above the checkvalve caused by the auxiliary-reservoir air, plus the pressure of the spring d, exceeds the pressure exerted by the'train-pipe air on the other side, the check-valve vwill close and the further ingress of train-pipe air to the brakecylinder will be c-utol, while the auxiliaryreservoir air will continue to flow, thus augmenting the pressure therein. To eect the It will-thus be seen that thereservoir into the brake-cylinder is retarded` which controls the communication of air from release ot the brakes, the air-pressa remust be restored in the train-pipe to overcome the .pressure on the auxiliary-reservoir side of the piston G, whereupon the parts will actin the manner already described.

As hereinbefore intimated, this valve mechknown as triple-valves,,ofvwhich there are .numerous examples, differing somewhatin constructi'onand embodyingvariations and modifications in the form and arrangement of parts but all of them, however specially constructed, con templatea valve structure having valve mechanism to effect what is known as a quick action of the brakes without neanism belon'gsto the class of air-brake valves IXO suitable connectionsfor the train-pipe, the

the triple valve, thus' utilizing the triple l cessitating the use of an auxiliary valve, as heretofore; second, quick action of the bralges is produced by the admission ofv both auxiliary-reservoir air and traimpipe air to lthe brake-cylinder by use of a single valve and properly proportioning the passages of the triple valve, so that trainrpipe air at a lower` pressure than' that in the auxiliary res,- ervoir may be admitted to the brake-cylinder;

third, the novel mode of operation, whereby piston,'. and the lowest vpressure where the porters located, which leads to the brakecylinder.

In theenibodiment shown the main valve Iof the-triple valve is of the reciprocating plug' form, which is deemed advantageous,in that ltadmits of alcertain extent of reciprocating movement within its port e without opening or Auncovering the latter, so that the unintenv tional slight variations of air-pressure that Occur in the train-pipe will be productive of no. disadvantage, as the piston G can have a limited movement without allowing any-air to pass.4 Another advantage of this plug form of valve is that it-perxnits theclosingof..

the release-.valve before theopenlng-of the ports controlled by it and bythe graduatingvalve. These Specific'improvements in form, while advantageous in the y particulars n1entioned, do not affect the new mode o'f operation due to the reorganization of the triple valve and which results in the addition thereto of a new function.. My invention therefore is not limited to this form ofvalvo.

As ordinarily constructed heretofore the triple valve has been arranged to clfecltwoA grades of brake application by 'use o f auxil iary-reservoir pressure alone, thesetwo grades differing in-dc'grce rather than in knd. The rst may be called full pressure andthe second is known as gradnation.l For effestin g these two grades of application a mainand a graduating valveare employed, corre` spending generally, though. embodied in' different forms, with the main graduating-valves F and h here shown. These, together witha release-valve .and feeding-valvea1'e usually arranged to be'actuatcd by apiston.

An ,example'fof the lclass j of -tri ple valves just referred to-A is'shown inl United States llat-J ent to George Wcstinghouse,: J r., dated Qcto-V berv 14, 1879,E No. Y 220,556. Triple 'valves -of effects a reduction of train-pipe pressure by so doing. -On the contrary-,gin suclr valves the pressurefavailable in the brake-cylinder is' derived from thev auxiliary reservpirjalcne.' f ,Eiorts-have heretoforebeenmad'e to coinbineA with a triple valve certain additional mechanism by which train-pipe air could be introduced directly into the brake-cylinderin effecting the'applieation of the brakes. for emergency stops; butin eyery' such instance a supplemental passage or passages, together with asupplmental or,` auxiliary valve, has had to be employelLin' connection with` the tripleA valve proper,in order that the ordinary functions of the triple valve :night be preserved and the additional function of introducing train-pipe air into the brake-cylinder y for emergency stops be lcombined therewith.

-An example of the class of valv es referred to in-the last'preceding paragraph which employ an auxiliary valve,eolnb ined with an o rdinary triple valve, is shown in United States Patent toGeorge Westinghouse, Jr., dated March 20, 1887, No, 360,070.

Itwill be seen that my present invention forintroducing train-pipe air into the brake-l cylinder for emergency s tops differs essentiallyfronr the device shown in the said Patent No. 360,070, because l have provided a new principle of construction and a new mode of operation, by use of which the desired re` sult aforesaid maybe produced without'the aid oi the auxiliary valve: heretofore required for the purpose.

An examinationof the particular embodi-v ment of the` present. invention will disclose the fact that'it is a triple valve per se,'with outvauxiliary or supplemental valve devices,

" and, further,-that its conversin into a quickv action vvalve and( its greater capacity for acv tion over ordinary forms of triple valves is due to means which l have invented for redelaying or restraining the flow of auxiliary!v rcservoirair it. becomes possible to open bothpassages to the'brake-cylinder, and the differ- .ence in size of these passages allows aconsdfc'rable portion of the air from the train-pipe at lower pressure to enter the brake-cylinder before thc-'air from auxiliary reservoir at r `higherpressure raises the pressure inthe brake-cylinder to suchl a degree as 'to prevent the ingress of train-pipe air, and, further,`a single valve-themain valve of the triple valve proper-@is here ln'adeto perform the ollico ofY opening'eoinmunication to the vbrakecylinder from botl the train-pipe and the auxiliaryreservoirin thequick application of the brakes for lemergency stops'. f My `invention therefore includes-any form of structure of 1 valve wherein a single valve ad mitsboth .trainpipe ait-)aud auxiliary-reservoir airto the brake-'cylinder in' applying for emergency stops, and which structure is `provided with "means for' restricting or retardingthe dow of auxiliary-reservoir air tothe Abrake-cylinder IIO as compared with the iiow of the train-pipe air thereto'.v l g y The graduating-valve h of the present valve 'i .fbrakes for emergency stops.

mechanism performs the ordinary functions of fsuch'a device and is brought into useful actiononlyin making graduation applica-` tions'of the brakes# `-It docs not ailect in any 5 lnannerthc quicleactio'n 0r emergencystop feature.' llence its presence or absence is not essential thereto.- Having thus explained the 'principle'of my invention andilescribcil means by which it may be embodiedl` and practiced, what I claim as new, and desire to secure .by Letters Pat-"- l.` 'InLtriplevalve mechanism fdr aut o-` maticair-brakes, the combination of a passagefroln the train-pipc,a passage from the auxiliary reservoir, which/is smaller or more restricted than said 'train-pipe passage, and alsinglc valve coactingwith both ofsaid passages and controlling communicationbetween 2o them and the brake-cylinder, whereby when an emergencyapplication of the brakes is deg sire'd the train-pipe air and anxiliary-rcscr voir; air, Vthe former at lower pressure ,than

vder through A'theV tri ple valve.

2.' ln valve mechanism for'automatic airbrakcs, thc combination of a communication witlnthe brnkecylinder from both the aureiliary-reservoir and train-pipe, a single valve controlling said communication, and means to retard or restrict -the flow thereto' of -the anxiliaryfrescrvoir air when applyingthe brakes in comparisou with the flow of trainc said valve when making an emergency applition of thebrakes.

' 3. In a triple valve, the combination, withv a suitable chamber, of -a port therefrom to the brake-cylinder,a valve Vcontrolling said the train-pipe and 'from the auxiliary reservoir-',the latter passage beingof less citpactyl than the former, whereby trainpipeair mayv pass direct tothe brake-cylinder `through theV triple valve. to effect 'a quick factionv ot"` the ,4. In a valve flor autom tic airb1 'alie's,'the

brakefcylinder, ai suitable ,valve 'controlling said communication, 'two air-passages coacting with saidvalve' and 'relatively proporf tione'd as to their capacity' to alrlowthe ow Vof both train-pipe -air and.auxiliaryfreservoirair eheh at a different pressureto pass said.

valve when open, and a check-valve to prevent the return of airto ,the't'.r'ainfpip'eI 5. `A valve `for controlling 'automatieairbrakes, having, in combination, a piston which is'moved in one dreetionby pressure from the trainpipe and in the other direction by 4pressure from the auxiliary reservoir, a valve.-

chamber which has a check-valved communi cation 4from the trainpipe, a communication municating with the brakeLcylincler, said port v being of greater area or capacitythan the said' A the Alatter,'willlboth pass to ,the brake-cylin-- pipe nir-,whereby train-pipe air at lower pressure than saidauxiliary-reservoir air will pass combination ofja communication' with the .59

nwith, the auxiliary reservoixg-and a port cemfA communication with'thei auxiliaryreservor, and a valve controlling said port -and moved by the piston, whereby when the saidport isopened the pressure in the valve-chamber will be reduced momentarily below that inthe train-pipe,'aud air from the latter will-thereupon pass to the brake-cylinder; y

6. In a triple val-'ve forautomalic airfbrakes,

leading to a brake-cylindena passage opening intosaid chamber and which'snpplies aux'.- iliary-rescrvoir air thereto, a piston-chamber and piston, a valve controlling saidport-andoperated .by the piston, and a passagefrom the auxiliary' reservoir direct `to said piston-A chn-mber and avoiding the chamber rst men-` the cinnbination-ot` ach'amber having aport" tioned andwhich is larger or of greater pacity than the said passage which supplies auxiliary-reservoir air; l l 7. In valve mechauismgfor automatic airrbrakes, the combination of a piston-chamber, a piston, a valvechamber having a bralccfcyh luder portga passage for supplying auxil-laryf reservoir airwhen applying the brakes, which' passage isv smaller or Aofless capacityV than said port, apassageito s'npplytrain-pipelair when applying the brakes, avalve in the valve-chamber coactingwith saidport and controlling the iiow of air to a brake-cylinder Afrom both n t'rain-'pipeand an auxiliary resl erveir, and a passage from the auxiliary'resv ervoir'to the said piston-chamber and -which 8( In a triple valve for automatic air-brakes, the combination of ajvalve-chambe'r having a port leading to the brake-cylinder, a pistonchamber and piston, 'a passageViromthe'au15A ,iliary reservoir direct to thepiston-'chamber and which avoids thesaid valve-chambena passage whichfis smalleior more restricted than eithe'rthe said port or'zthe-said .direct passaget'o the pistonchamber, thisemail pas sageopening into the valvechamber, and a" -valve controlling said port and operated by` the piston.

9. In atriple Valve for automatic air-brakes,

the combination of a'chambelhavi'ng a port communicating with the brakecylinder,a

pstonchamberand piston, a .passage from' the train-pipe to .the ported chamber, a ,partition provided with a passagewhich ifs-smaller' Vle;

or'more restricted than either the said port Y or `the train-pipe passage, saidpartition serving to partially'separate the portedchamber .from the saidpiston-chamber, and a 4valve` moved by said piston and controlling said Y port, whereby both train-pipe air-and aux` l. 'iary-reservoir air may pass the same valvef por-t for an emergency stop. A

10,` The combination, .in valve mechanism for air-brakes, of a piston, a valvefchainber having a communication with a brake-cylinder, one `from the train-pipe and another Athrough a throttledgor more restricted passage from. the auxiliary reservoir, a valve to govern the "commnnicationfleading to the vbrake-cylimier, a 'tubular extensin otthe' rae les.l

suitable valve controlling said mainl port, a'

graduating-valve which. admits air-pressure in small volume to the brake-cylinder, and air-passa ges eoaeting with said main port and relatively proportioned as to their capacity to allow both train-pipe air and auxiliary-reservoir air, each at a diierent pressure, to pass to said main port when the latter is open.

12.4 In valvemeehanism for automatic air brakes, the combination of a chamber having f a main port leading to the brake-cylinder, a zo reciprocating valve of plug form enacting with said main port and capable of a certain extent of movement without opening the said port., a graduating-valve h, fitting loosely in said plug-valve and a release-valve uncon- 2S nected with the said main Valve amlcontrolling an air-escape port.

In testimony whereof aix my sign atu re in presence of twvwitnesses.

GEORGE ALB-ERT BOYDEN.

Witnesses:

CHARLES L. SULLIVAN, J No. lT. MADDOX. 

